Transfer device



w. P. LAMAR TRANSFER DEVI CE Filed oct. 23, '1922 A5 sheets-sheet 1 l Fr g. 5..

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`Emme 3 1924. 1,496,550

w. P. LAMAR TRANSFER DEVICE Filed Oct. 25. 1922 5 Sheets-Sheet 2 72524- l l l/ s.; 3.a; 69 e a. l r

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` w. P. LAMAR TRANSFER DEVI CE /Ef- 5ta 2 i 2f azi/30 lunes, 1924.

w. .P LAMAR TRANSFER DEVICE Filed oct. 25, 1922 ssheets-sheet 4 FIQLZU.

june 3 1924, 1,496,550

W. P.` LAMAR TRANSFER DEVICE Filed oct. 25. 1922 5 sheets-sheet e Patented June 3, 1924.

...WILLIAM PENDLETQN LAMAR, on ATLANTA, GEonerA.

rnnnsrna DEVICE application alea ocmber 23, ie22. serial Nq. 596,474.

, To all whom t may concern.'

Be it known that l, VVILLLAM PENDLETON.V

LAMAR, acitizen ofthe United States, and a resident of Atlanta, Fulton County, State of Georgia, have invented certain new and useful lmprovements. in Transfer Devices,

of which the following is a specification.

HThis invention relatesto systems fory transferring cars from movingtrainsfto a lsiding and vice versa, suchas described in- Vemy :prior Patents Nos. 1,313,091, issued '.Aagast 12 1919g 1,366,008, issued'aan. 18,1 1921, and 1,383,220 issued June r2.8, 1921.4`

up .into a train inthe usual manner, either with or Without conventionalrailwaycars,

andone vor more transfer V,cars which. are

tloaded onto and discharged from .the receiv, ing cars While in motion by theY speci'al'ap-- paratus hereinafter explained. fltfalsfinf 30v cludes, one or more stationsI providedfwith loading and unloadingqplatforms as well as .means for accelerating'the transfer carsup tothe speed ofthe trainbeforel loadi'ngand j for retar'ding the transfercars'andloringing f them to a standstill vafterunloading.

In `the a,ccompanying,drawings:

vFigure 1'sho'ws aplan view'of avsection of vtrack and a station with atrain 1n posi 'l tion-to discharge a transfer car.` 4o' vportion of a station showing thelunloading platform and a car `retarding and stopping m'eans.

Figure 3 is a side elevation of a conven- .45l tioi1 al railway coach provided with means -forf actuating the acceleratingvmechanism OftheStatiOn.

car.l

heneaththeoor vof a receiving car showing car therefrom.

v"Figure Gis asideelevationnof a receiving verse or unloading racks-28 adapted to cocar', the walls `thereof being removed.

'- Figure 2 is a, diagrammatic elevation of aA Figure 4 is a plan view :of a receiving' -Figure 5 is a plan view of the apparatus VFigure 7 is a section of a receiving car taken on line 7 -7 of Figure 6, but showing in section a transfer Vcar in position.

f Figure 8 is a side elevation of a transfer car.

on theline 9-9 of Figure 1. Figure `10;.is an; enlarged plan view at theendof `the stationl showing the loading .platform 5seen 1in. Figure l, part of the .oorlbeipg removed Figgre 111 is al section on the line 11--11 offFigure 10.

A F igure12 is a section of the station plat- Figure 9 is an enlarged cross section of the tracks and unloading platform taken showing the stopping and accelerating mechanisins.

Figure 13 is a plan lview of the mechanism shown in Figure 12.

' Figure `141 is a'detail elevation of a por! tion of the receiving car.

' Figure 15 is an end elevation of a transferlcar showing 'the extensions of the `unloading racks in operative position.

j Figure 16i s a detailviewof the means on .the receiving car -for-'releasing the pushalongside themain track 21' at the points lvdesired are stations S which comprise an unloading platform 22 ontowhich transfer cars are discharged from'the moving train. agshort section oftrack or siding 23, and al 'loadingv platform 24, Vfrom which the transfer cars are loaded onto a moving train, as will loe explained in detail herein.

The transfer car (Figs. 7, 8 and 15) may be of any desired form, but for the purpose of convenience is shown herein as a flat car T-` running on casterv `wheelsQ/, which permit the car to be moved in any direction. The means for moving or propelling this car comprises A an accelerating rack 26 depending from the longitudinal axis of the carandladapted to cooperate with driving wheels 27 operated by suitable means in the tion tracker siding, and a pair of transllO operate with driving wheels 29 operated by suitable means in the receiving car to unload or move it out of the latter.

The driving wheels 29 are necessarily disposed within the receiving car, and therefore means are provided for unloading the transfer car clear of the receiving car, that is for propelling it out on the unloading platform. This means comprises eXtensions 30 pivoted tothe racks 28, and normally held in vertical position by springs 31. Each of the extensions 30 has a perpendicular web or flange 32 extending outward therefrom, which flange is adapted to strike the roller 33 (see Fig. 4) in the receiving car when the transfer car is passing out in being unloaded. vThis roller presses down the fiange against the' action of the spring 3l and so holds the rack 30 down in contact with the wheel 29, to form a temporary prolongation of the rack 28. As soon as the fianges 32 pass from under the rollers the springs 3l raise4 the eXtensions`30 into the position shown in Figure 7, so that the transfer car may be loaded into the receivingear.

The rollers 33 are mounted on a verticalV pivot 34, being held rigidly in position when the transfer car is passing out by the shoulders 35 and abut'ments 36. But as the transfer car passes intothe receiving car under the action of the loading means on the platform, the upturned' flanges 32 strike the rollers, pushing them around on their pivots to allow the transfer car to pass.

Torsion springs 37 return the rollers to op-` erative position, as shown in Figure 6,

At the side of and beneath the transfer ear is a hook 38 which cooperates with a latch 39 on the receiving car to hold it securely within the latter during transportation between stations.

The receiving car R (Figs. 4-7) is provided with a pair of channel rails 40 in which the caster wheels 25 of the transfer car run and which, if desired, may be slightly inclined or curved at their inner ends as at 4l in order to form a stop for the transfer car when the latter is loaded` The two gear wheels 29 which, as has been previously explained, actuate the racks 28 are mounted on a shaft 42 and are oper? ated, when. it is desired to unload the transfer car, by the following mechanism. A rack 43 .is placed parallel to the rails at the desired position along the track and is adapted when the receiving car passes over it to aetuate the gear wheel 44, rigidly mounted on the shaft 45 which carries a pinion 46. The pinion cooperates with the gear 47 and rotates the drum 48 one revolution. The drum is provided on its hollow or concave face with a series of ribs 49 which rotate the spokes 50.

The ribs are of progressively decreasing pitch, so that as the ldrum is rotated at practically uniform speed, the spokes are rotated with a constant acceleration, and thus actuate the unloading mechanism gradually in order not to throw the transfer ear out with an uncomfortable jolt. lf desired., the spokes may be provided with anti-friction rollers 5l running on the ribs 49. The spokes in turn rotate the shaft 42 through the intermediate bevel gear wheels 52, shaft 53, and gears 4, 55. rl`he gear 54 is provided at its periphery with a gap 5G so that it may rotate a slight amount without actuating the gear 55. During this portion of the rotation the arm 58 carried by the sha-ft 53 engages the lever 57 and raises the hook or catch 39 and thus releases the transfer car to permit it to be withdrawn from the receiving car. After the catch has been released the teeth of the gear 54`engage the gear 55 and thus rotate the two wheels 29 which propel the transfer car from the receiving car.

lt is important always to stop the drum 48 with the gap 56 opposite the gear 55, for' three reasons: (l) so that the drum may always be in position to start the transfer car at the lowest speed; (2) so that the catch 39 may always operate and lock the transfer car in place when loaded; and so that the drive wheels 29 will not move and derange the apparatus when revolved backward by an incoming car. The drum and spokes 50 should therefore be stopped after exactly one revolution. For this purpose a depression 59 (see Figure 5) is provided in the end of the drum and a plunger 60 is provided adjacent to the end of the drum and is urged toward the drum by a spring. Motion of the drum under the action of the gear wheel 44 displaces this plunger, but the rack 43 is so placed that after one revolution of the drum, the wheel 44 leaves the rack and the plunger 60 enters the depression 59, stopping the drum.

An auxiliary rib 49EL is placed on the drum, so that at the instant of stopping a spoke is positively held between a rib 49 and the rib 49a. This eliminates lost motion or backn lash and prevents theV ribs and the mechanism they operate from spinning forward under their momentum when the drum stops. In this position the transfer car can be loaded on the receiving ear without operating the apparatus, the gear wheels 29 being turned backward by the racks 28, but the gear 55 turning idly in the gap 56.

ln order to bridge the gap between the receiving car and the platform, pivoted channels 6l are provided which when eX- tended register with the rails 40 and form a prolongation thereof. lheels 62 may be provided on the channels which run on the ledge 63 of the unloading platform 22 to support the channels and reduce friction.

llO

Springs 64 tend constantly to force the channels outward, and when in the position shown in Fig. 4, they are positively locked by the spring catches 65 cooperating with the arms 66 rigidly attached to the channels (see Figure 14). As the transfer car is being loaded, after the outer casters have passed the pivots 61a, the arms 67 (see Figure 8) rigidly attached to the transfer car ride on the cam surfaces 68 and push down the spring catches. The arms 67 then strike the rods 66a secured in the arms 66 and turn the channels around inside the car against the action of the springs and hold them in this position, the wheels 62 entering the grooves 69 provided for that purpose.

When the transfer car begins to move in being unloaded, the arms 67 release the channels 61 and they are turned outward by the springs 64. Before the outer wheels 25 reach the pivots 61a, the channels are fully extended and are locked positively by the spring catches..

In order to allow the receiving car to run pasta station without unloading a transfer car the gear 44 may be held in a position in which it does not engage the rack 43. Re ferring to Fig. 6, this is accomplished by journaling the shaft 45 in a bar 7 0 which is pivoted at 71 and provided with a counterf weight 72 which tends to hold the wheel 44 in inoperative position. rIhe bar 7 O. is provided with an upturned nose 7 3 which may be held down by a pair of weights 74, 7 5 which are pivoted together at 76 and tend to hand together as shown in Figure 6. A trip rod 77 is attached to the weight 75 so that upon engagement of the lower end of the rod with a stop 78 on the track, the weight 7 5 is thrown suddenly backward and the nose of the rod may rise between the weights. In this position the wheel 44 is raised under the action of the counterweight 72 and the train will pass a station without unloading a transfer car. However, if it is desired to unload a car at a given station the push rod 79 is forced downward and the weights `74, come together holding the nose 73 down and the gear wheel 44 is position to engage the rack 43.

I provide positive means for causing the 'transfer car to travel at the same speed as the train at the moment of loading and to register with the channel rails 61. This means comprises rod or arm 80 near the backend of the receiving car, which at the proper time drops down behind the transfer car and carries it along with the receiving car. This rod is pivoted at 81 below its center of gravity and is normally held in vertical position by a catch 82 at its lower end which is engaged by a flat or leaf spring 83. The spring is provided with a depending arm 84 adapted to engage a cam 85 on the road bed and raise the spring, allowing the.

Vcam (see Fig. 16).

rod 80 to fall outward under the action of its own weight. The depending arm 84 is pivoted on a pivot 84a so as to swing in a lateral direction only, in order that it may be moved to avoid the cam. A torsion spring 84b normally keeps the arm in line with the A member 86 is piv- .oted to the arni 84 to move it in a lateral direction, said member being actuated by a bell crank mechanism 87 connected to the arm 70. Vhen the wheel 44 is raised the bell crank mechanism moves the arm 84 to one side and the car passes a station without dropping the arm to engage a transfer car.

The station comprises a loading platform 24 from which the cars are loaded on to the train, an unloading platform 22 on to which cars are unloaded from the train, and accelerating and retarding mechanism disposed between these two. A track 23 comprising the channel rails 90, 91 runs between the two platforms. When a car is discharged on to the unloading platform it passes across a depressible guard 92 which immediately rises up behind the caster wheels and prevents the transfer car from sliding back toward the receiving car, and strikes an incline 93 which arrests its sideward motion with the caster wheels opposite the channel rails. The forward component of its motion due to its inertia and the speed of the train continues, however, and the car runs into the channel rails 90, 91, the caster wheels' enteringthe ared ends 94. The forward component of the motion of the car is practically stopped by the sudden ascent or incline 95, but the car must be returned to the level of the receiving car in order to be loaded again on another train. For this purpose is provided a gentle slope 96, slightly steeper than the angle of repose of the car, down which transfer car will move at a slow speed. At the end of this slope the car is stopped by a removable chock or section of the track 97 normally held in an inclined position7 as shown in Figures 2 and 12. The transfer car runs up this incline a short distance then runs back and finally stops at the bottom of the incline. In this position the rack 26 is in engagement with the first spur wheel 27 pro- `iecting above the floor of the platform and forming part ofthe accelerating mechanism.

For the purpose of accelerating the transfer car to the speed of they train, before loading, some of the cars of the train which may be either conventional railway coaches or receving cars, as shown in Figure 3, are provided with longitudinal racks` 100 which engage a spur gear 101 to actuate accelerating mechanism. This rack is preferably mounted on brackets 102 secured to spring 'buffers 103 to take up the shock of the impact with the gear wheel 101 and are supported by link mechanism 104 by which the racks may be held either in position to engage the gear wheel or to pass over it. lVhen actuated by the rack 100 the gear 101 turns the drum 105 (see Figures 12 and 18) through the gears 108, 107 one revolution. This drum is constructed similar to the drum /18 on the receiving car andthe ribs 108 thereon are so disposed as to rotate spokes 109 with a. constant acceleration.`

An auxiliary rib 108a is used on this drum and is exactly similar in structure and function to the rib 49. The spokes rotate the gear 110 through the intermediate gears 111 and shaft 112, which gear 110 therefore rotates the shaft 113 at a gradually increasing velocity. This shaft 11i in turn rotates a. plurality of gears 27 which engage the rack 26 of the transfer car and accelerate it to the speed of the train.` Just before the rack100 engages the gear 101 a projection 114, on the train strikes the arm 115 which knocks the prop 116 from under the inclined portion of the track, the latter however remaining` in its position due to the couterweight 117 there being no weight eX- erted on it by the transfer car. `When the transfer* car begins to move forward under the action of the first gear 27 it depresses this inclined portion of the track against the action of its counterweight and rolls over it on to the portion 118 of the track, the rack engaging the second wheel 27. The car is thus propelled forward, the rack 26 engaging successive gears 27 which under the action of the ribs 108 are spinning with constantly increasing velocity. The car is by this means brought up to the speed of the train. The cam 85 is disposed on the track at the proper point to trip the spring- 83, and allow the arm 80 to drop behind the transfer car when the latter has virtually come up to speed, this arm having a projection 120 intermediate its ends which drops behind they catch 121 on the transfer car. The transfer car is now carried along at the speed of the train onto the loading platform 2d. A stop mechanism for the drum 105 is used similar to that on the drum 48 on the receiving car, so that the drum will be stopped in such position, that, when it is actuated by the rack 100 the rib of lowest pitch will engage a. spoke and start the gears 27 at the lowest speed.

rlhe loading platform comprises switching means for moving the transfer car parallel to itself and transversely to the siding 23. rThis embodies a pair of curved rails 122, 123 extending from the outside channel rail 91 toward the train. The distance between these rails in the direction of the track 28 is constant and equal to the distance between the front 'and rea* wheels of the transfer car. A wedge-shaped block 124i is disposed at the juncture of the rail 122 with the channel rail and is normally flush with the floor or bearing surface of the rail. The block is connected by a lever 125 with the incline 126 and is raised when the incline is depressed. The block 124 is also connected with a framework or lever which, when the block is raised, lowers the removable side wall 127 in the channel 90. As the transfer ear moves forward at the speed of the train the outside forward caster wheel passes over the block 121 and strikes the incline 126 raising the block 124 and lowering the channel wall 127. The rear outside caster wheel now strikes the block 12dand under the action of the block and the curved rails the transfer car is forced sidewise toward the train remaining parallel to itself, the inside rear caster wheel passing through the gap left by the removal of the channel wall 127. The wheels 25 register with the rails 61 due to the push bar 60, and the curved rails give the transfer car sufficient impetus in a transverse direction to carry it toward and into the receiving car.

In the operation of the system, assume that a train is approaching the station at uniform speed from the left in Figure 1, and that it is desired to unload a transfer car, and to pick up one. A transfer car will be .vaiting on the siding just in front of the chock 97. The push rod 79 has been pushed down to allow the gear 44 to be driven by the rack 48 and when the receiving car reaches the unloading platform the transfer car is discharged, and is halted as has been explained. As the train moves on, the projection 114 removes the prop 116, allowing the chock 97 to be depressed, the train operating the accelerating mechanism to bring the transfer car forward. The cam 85 now strikesthe arm 84 and the push arm 80 drops down behind the transfer car. During further movement of the train the curved rails load the car as has been eX- plained, the catch 121 engaging the projection 120 and folding the arm 80 up within the receiving car where it is caught and held by the spring catch 88. In this operation the rollers 80EL similar to the rollers 25 but smaller.` reduce the friction of the. rod 80 on the end of the transfer car. As the train leaves the station the cam 78 strikes the rod 77 which renders the unloading` device inoperative to discharge a car until the rod 79 is again pushed down.

lt is to be understood that the invention is not limited to the specific embodiment or application described in detail by way of example, but includes modifications and changes which fall within the scope of the appended claims.

Ha ving thus described the invention, what l claim as new and desire to secure by Letters Patent of the United States is:

l. In a transfer system of the class described, in combination a car adapted to be transferred to a vehicle moving along a traclrway, means for accelerating the car to ithe speed of thevehicle, and means beside the trackway for transferring the car to the vehicle.

2. In a transfer system of the class described, in combination a transfer car adapted-'to run on a traclway, and switching means in the trackway adapted to cause the car to move parallel to itself transversely to the trackway. Y

3. In a transfer system of the class described, in combination a car adapted to be transferred to a vehicle moving along a trackway, means for accelerating the car to the speed of the vehicle, and means beside the 'traclway for transferring the car to the vehicle, comprising a curved rail adapted to deflect the car toward the vehicle.

4. In a transfer system of the class described, in combination a transfer car adapted to run on a trackway, and switching means in the trackway adapted to cause the car to move parallel to itself transversely to the trackway, comprising a pair of curved rails adapted simultaneously to engage the front and rear wheels of the car.

5. In a transfer system of the class described, in combination a transfer car adapted to run on a trackway, and switching means in the trackway adapted to cause the car to move parallel to itself transversely to the trackway, comprising a pair of curved rails adapted simultaneously to engage the front and rear Wheels on the same side of the car.

6. In a transfer system of the class described, in combination a platform for the reception of cars discharged from vehicles in motion, stopping means for the cars comprising a traclrway having` a steeply ascending portion, and means for returning the cars to the level of the platform comprising` a trackway having a downwardly inclined portion slightly steeper than the angle of repose of the cars.

7. In a transfer system of the class described, in combination a platform for the reception of cars discharged from vehicles in motion, stopping means for the cars comprising a trackway having a steeply ascending portion, means for returning the cars to the level of the platform comprising a trackway having a downwardly inclined portion slightly steeper than the angle of repose of the cars, a depressible chock at the end of said inclined portion, means normally holding the chock in place, and means actuated by the moving vehicle for permitting the chock to be depressed by the car.

8. In a transfer system of the class described, a car adapted to be transferred to a vehicle moving along a trackway, means beside the traclway for accelerating said car, positively .acting means on the vehicle for side the 'trackway for accelerating said car,

positively acting means on the vehicle for cansino' the car to register with and move at the same speed as the vehicle,comprising an arm adapted to project from the vehicle and push the car, and means for transferringthe car to the vehicle. 10. In a transfer system of the class described, in combination a car adapted to be transferred to a vehicle moving along' av trackway, means'beside the trackway for ac` celerating the car. an arm normally disposed within the vehicle, means on the trackway for allowing the arm to move into the path of the car, and means on the car for restoring the arm to its normal position.

11. In a transfer system of the class described, in combination a vehicle adapted to move along a trackway at uniform speed, a car adapted to be transferred to or from the vehicle, means actuated substantially in proportion to the speed of the vehicle and adapted to accelerate the car at a uniform rate.

12. In a transfer system of the class described, in combination means for accelerating a transfer car comprising a drive wheel adapted to engage the transferrcar, a driven wheel adapted to be rotated at substantially uniform speed, and means connecting said wheels and adapted to rotate the drive wheel at a uniformly increasing speed.

13. In a transfer system of the class described, in combination a vehicle adapted to move at substantially uniform speed along a trackway, a transfer car, a drive wheel adapted to engage the transfer car, means adapted when driven at constant speed to rotate said drive wheel at a uniformly increasing speed, a gear wheel for driving the accelerating means, and a rack for rotating the wheel, one member of said rack and gear being located on the vehicle and the other on the trackway.

14. In a transfer system of the class described, in combination means for accelerating a transfer car comprising a drive wheel adapted to engage the car. a drum adapted to be rotated at substantially constant speed, ribs on the face of the drum arranged at progressively decreasing pitches, and spokes rotated by the ribs and adapted to rotate the drive wheel.

15. In a transfer system of the class described, in combination a vehicle adapted toy move along a trackway, a transfer car adapted to be unloaded from the vehicle and means for unloading the vehicle comprising a drive wheel adapted to engage the car,

driven means adapted to engage the track- Way, and a pair of cooperating gear Wheels connecting said drive Wheel and driven means, one of said gear Wheels having an inoperative portion.

16. In a transfer system of the class described, in combination a vehicle adapted to move along a trackivay, a'transfer car adapted toV be unloaded from the vehicle, means for unloading the vehicle comprising a drive Wheel adapted to engage the car, driven means adapted to engage means on the track- Way, and a pair of cooperating gear Wheels connecting` said drive Wheel and driven means, one of said gear Wheels having an inoperative portion andv means for stopping the unloading means With the inoperative portion of the one gear opposite the other gear.

17. ln a transfer system of the class described, in combination a vehicle adapted to move along a trackway, a transfer car adapted to he unloaded therefrom, means for locking the car Within the vehicle, means for unloading the car, means on the trackway for actuating the unloading mea-ns, the unloading means being inoperative to unload the car during a part of its actuation, and means actuated by the unloading means to release the locking means.

ln testimony whereof I hereunto afX my signature. A

VILLIAM PENDLETON LAMAR. 

